Transmission-speed-reducing gearing.



A. KING.

TRANSMISSION SPEED REDUCING GEARING.

APPLIOATION FILED DBO. 21, 1911.

3 QHEETS-SHBET 1.

1,061,677, 1 Patented May13,1913.

4/ t w 2* U) 1 1'1 X A z I 1 1 k n A 1 ii A. KING. ATBANSMISSION SPEED REDUCING GEARING.

APPLIQATION FILED D110. 21, 1911.

1,061,677. Patented May 13,1913.

7 3 SHEETS-SHEET 2.

I V A. KING.

TRANSMISSION SPEED REDUCING GEARING.

APPLICATION FILED DEC. 21, 1911.

Patented May 13, 1913.

3 SHEETS-SHEET 3.

ARTHUR KING, OF ST. LOUIS, MISSOURI.

TRANSMISSION-SPEED-REDUCING GEARING.

To all whom it may concern:

Be it known that I, ARTHUR KING, a citizen of the United States, residing at the city of St. Louis, State of Missouri, have in-' Figure 1 is a longitudinal sectional view of a transmission speed-reducing gearing embodying my invention; Fig. 2 is a transverse sectional view thereof on the line 2-2, Fig. 1, looking in the direct-ion of the arrow; Fig. 3 is also a transverse sectional view, on a reduced scale, taken approximately on the same line as Fig. 2, but looking in the reverse or-opposite direction; Fig. 4 is a view similar to Fig. 3, but illustrating a modified form of stud-supporting ring and studmounting; and Fig. 5 is a detail sectional view on the line 5-5, Fig. 4.

This invention relates to a certain new and useful improvement in transmission speedreducing gearing, the objects of my invention being to provide a transmission gearing positive in its operation and of comparatively simple construction, which is adapted to be readily used and arranged in operative connection with engine, motor, or other driving or power-shafts and to vary, change, or reduce the speed of the driven shaft relatively to the speed of the drivingshaft, and in which speed-varying or reducing gears of various relative sizes or diameter may be easily substituted or interchanged and the ratio of speed-reduction or speed variation from the driving-shaft to the driven shaft thereby altered or regulated; and to improve generally upon gearing of the kind stated.

With these objects in 'view, invention d serted andaferwawimed tt .to be used or employed with a "driving-shaft new transmlssion gearlng is adapted mounted in, or arranged in connection with,

any suitableeupport permanently stationary "and fixedin-position relatively thereto, and

'for-jmrposes of illustration I have shown my invention in the accompanying drawings Specification of Letters Patent.

Application filed December 21, 1911.

Patented May 13, 1913.

Serial No. 667,149.

in connection with the armature-shaft'2 of a motor 1 of any usual construction, shaft 2 being preferably tapered at its end, as shown.

3 indicates a housing or casing bolted or otherwise suitably secured at one end to, and extending outwardly from, motor 1 and having preferably the shape or form as shown in Fig. 1, being preferably cylindrical, and having a diameter approximately or substantially the same as that of the motor 1 to which it may be secured for a suitable distance outwardly from its support-ing end, and then blending obliquely or conically into, and terminating in, a cylindrical bearing-extension or neck 3 of reduced diameter.

Feathered or otherwise suitably secured on the end of shaft 2 and within the enlarged cylindrical portion of housing 3, is a pinion or spur-gear 4 of suitable size, said pinion or spur-gear 4 being preferably suitably removably held in place on shaft 2, as by means of a nut or the like 5 threaded on the end of shaft 2. Meshing with, and adapted to be rotated by, said pinion or spur-gear 4 are a plurality of pinions or spur-gears 6 having the same size or diameter with each other, as shown, rotatably mounted upon studs, pins, orthe like? preferably arranged equidistantly apart around, said gear 4 and suitably supported in and by a ring or spider-shaped plate or the like 8 bolted or otherwise suitably secured or fastened in proper position on the outer face of motor 1 and surrounding shaft 2,' as

or no friction on'said studs 7, suitable ball or other anti-friction bearings 9 are preferably interposed, and suitably secured in position, between each of said studs 7 and its respective pinion 6, as shown particularly in Figs. 1 and 2.

10 indicates an enlarged internal gear adapted to mesh or cooperate with, and be rotated by, said gears 6, the spokes of this gear 10 preferably extending from the rim thereof obliquely outwardly and at an angle preferably co-incident. with the conical por tion of housing 3, as shown, and. merging into a hub 10*, in or to which is fixedly secured or otherwise suitably connected one Iend of a driven shaft 11. ,In order that said internal gear '10 may also rotate with little or no friction, a suitable ball or other anti-friction bearing 12 is preferably interposed, and suitably secured in position, between the hub 10 thereof and an ofi-set 3 formed in the conical portion of housing 3, as shown particularly in Fig. 1. Shaft 11 extends outwardly from hub 10 through said neck portion 3 and preferably has feathered or otherwise suitably secured on its outer end a suitable beveled gear 14 adapted to mesh with, and thereby operate or drive, any usual or ordinary shaft-driven mechanism, a suitable ball or other antifriction bearing 13 being preferably interposed, and suitably secured in position, between said neck 3 and said shaft 11 adjacent its outer end, as shown particularly in Fig. 1.

Gear 4 is preferably relatively of smaller size or diameter than the size or diameter of gears 6; hence gears 6, in making one complete revolution, will rotate more slowly than gear 4, the speed of rotation of driven shaft 11 being consequently proportionately reduced or varied relatively to the speed of rotation of driving-shaft 2. It will be clear that, depending upon the relative sizes or diameters of gears 4 and 6, the ratio of speed-reduction or variation from drivingshaft 2 to driven shaft 11 may be regulated as desired, the smaller the gear 4 and the larger the gears 6, the less the speed of rotation of driven shaft 11 relatively to the speed of rotation of driving-shaft 2. It will reversely likewise be clear that the larger the gear4 and the smaller the gears 6, the greater will be' the speed of rotation of driven shaft 11 relatively to the speed of rotation of driving shaft 2.

To substitute other coiiperating gears 4 and 6 of varying or difierent relative sizes for resent gears 4 and 6 and thereby vary or c ange the ratio of speed-reduction or variation from the driving-shaft 2 to driven shaft 11, it is merely necessary to replace present gear 4 with another similar gear having the proper relative size desired and replace ring 8 with another such ring having the pinion-supporting studs 7 properly positioned to accommodate substituted gears 6 of pro er relative size to cooperate and mesh wit internal gear 10 and substituted gear 4, as will be understood. As this replacing of ring 8 to accommodate different sized gears 6 to coiiperate and mesh with gear 10 and with gear 4 on shaft 2 would require a supply of such plates 8 having the pinion-supporting studs -7 accordingly variously posltloned thereon, I have shown in Figs. 4 and 5 a modified form of my invention. In this form, the plate or pinion-supporting ring 15 is provided equidistantly apart at its periphery with a ide-ways 16, in each of which slidably ts a 2 plate or block 17 having mounted thereon, or integral therewith, a pinion-supporting stud 18. By this latter construction, it will be seen that said blocks 17 may be adjusted inwardly or outwardly to accommodate on the said ring 15 gears 6 of varying diameter to mesh and cooperate with gear 10 and with the gear 4 on shaft 2. Preferably these blocks or plates 17 are loose in their respective guide or slide-ways 16, the particular pinions or gears 6 mounted thereon, on meshing with gear 10 and with the gear 4 on shaft 2, being thereby held in proper operative or meshing position.

It will be seen that my new gearing as herein described is comparatively simple, is positive in its operation, will not readily get out of order, is practically dust and weather-proof, and provides -mean's whereby the ratio of speed-reduction or variation from the driving-shaft to the driven shaft may be readily altered or varied as desired.

\Vhile I have herein shown and described my new gearing in connection with the armature or driving-shaft of a motor, yet it is to be understood that my new gearing may equally wellbe used in connection with other speed or power transmitting drivingshafts.

I am aware that minor changes in the arrangement, construction, and combination of the several parts of my new gearing may be made and substituted for those herein shown and described without departing from the nature and principle of my inventionr Having thus described my invention, what I claim and desire to secure by Letters Patent is;

1. In a transmission gearin the combination with a driving shaft, 0 a gear wheel mounted on said shaft and rotatable therewith, an internal gear surrounding said gear wheel and having its hub to one side thereof,- a shaft having connection with said internalgear-hub and adapted to be driven by said internal gear, a stationary pinion-supporting ring mounted in operative position relatively to said gear-wheel, a plurality of pinion-supportinglstuds' mounted on said ring and immovable about said driving shift, a plurality of pinions rotatably mounted on said studs and interposed between, and adapted to coiiperate and mesh with, said gear-wheel and said internal gear, and at housi surrounding said gear and adapte to provide a bearing for tliifiiub of said internal gear; substantially as described.

2. In a transmission gearin the combination with a driving shaft, 0 a gear wheel mounted on said shaft and rotatable therewith, an internal gear surrounding said gear wheel and having its hub to one side thereof,

a shaft having connection at one end with 130 4 said internaLgear-hub and adapted to be driven by said internal gear, a stationary pinion-supporting ring mounted inoperative position relatively to said gear-wheel, a plurality of pinion-supporting studs mounted on said ring and immovable about said driving-shaft, a plurality of pinions rotatably mounted on said studs and interposed between, and adapted to cooperate and mesh with, said gear-wheel and said internal gear, and a housing surrounding said gearing and adapted to provide a bearing for said hub and for the other end of said driven shaft; substantially as described. v

3. In a transmission gearing, the combination with a driving shaft, of a gear-wheel mounted on said shaft and rotatable therewith, an internal gear surrounding said gear-wheel and having its hub to one side thereof, a shaft having connection at one end with said internal-gear-hub and adapted to be driven by said internal gear, a stationary pinion-supporting ring mounted in operative position relatively to said gearwheel, a plurality of pinion-supporting studs mounted on said ring and immovable about said driving-shaft, a plurality of pinions rotatably mounted onisaid studs and inter posed between, and adapted to cooperate and mesh with, said gear-wheel and said internal gear, said pinions being of the same diameter with each other, but varying in' diameter relatively to said ar-wheel', and a housing surrounding said gearing and adapted to provide a bearing for said hub 'ing said 'gearin gear-wheel and having its hub to one side thereof, a shaft connected at one end to said internal-gear-hub and adapted to be driven by said internal gear, a support permanently stationary and fixed in position relatively to said driving-shaft, a pinion-supporting ring fastened to said support in operative position relatively to said gear-wheel, a plurality of pinion-supporting studs mounted on said ring and immovable about said driving shaft, a plurality of pinions rotatably mounted on said studs, and interposed be tween, and adapted to cooperate and mesh with, said gear-Wheel and said internal gear,

said pinions being of the same diameter with eachother, but varying in diameter relatively to said gear-wheel, a housing fixedlyconnected to said support and surroundand adapted to provide a bearing for sai hub and forthe other end of said driven shaft; substantially as de? scribed.

. In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

. 'ARTI-IUR KING. Witnesses:

RUTH PETERSON, WILLI BROWN. 

